SYDNEY: The Porsche Macan compact crossover is a sports car and an off-road climber. And I wouldn’t have believed my words, either, had I not scorched the Streets of Willow Springs road course and then followed the leader on the off-road course.
Porsche engineers are obsessed with creating a dual-purpose crossover, which, of course, is nearly impossible given budget and size restraints. But that doesn’t stop them from trying to make perfect this so-American creation.
And there is motivation. The midsize Cayenne crossover/SUV is usually the top-selling model of the month (1,619 November sales versus 945 for 911) and now the baby-Cayenne Macan is the second best seller in the lineup – 987 sales last month.
The dramatically styled center console is wasted space but a carry through from the sports cars and sedans.
There is good profit margin in Macan because it is a shared architecture among the Volkswagen Group, also underpinning the Audi Q5. But most of the components – powertrain, interior and suspension – have been significantly modified. And the exterior styling is more reminiscent of Cayenne. Porsche will tell you that Macan is the Q5 that Audi would’ve built if they didn’t have to worry about the bottom line.
And there is truth to that. The Macan – sounds like pe-CAHN/me-CAHN – is sold in two well-equipped, all-wheel-drive models with two power choices and one seven-speed dual-clutch automatic transmission (PDK).
The Macan S starts at $50,895, including the $995 freight charge from Leipzig, Germany. That buys a 340-horsepower, 3.0-liter twin-turbo and direct-injection V-6 capable of 0-60 mph in 5.2 seconds or in 5 seconds with the Sport Chrono performance pack, $1,290. (That’s the price for two-tenths of a second quickness.)
Along for the ride are six piston, 13.8-inch internally vented front disc brakes with single piston, 13-inch rear discs, 19-inch wheels with all-season tires, 11-speaker audio system, bi-xenon headlights,10 air bags, a leather- and alcantara-trimmed cabin and upholstery and eight-way power front seats.
The Turbo, today’s test car, starts at $73,295, which includes a 400-hp, 3.6-liter V-6 with 406 foot-pounds of torque from 1,350-4,500 rpm. With options and accessories, the sticker was $102,435. There may not be many more factory accessories to add, of which some items seemed frivolous, such as a painted key for $365 and a leather key pouch for $165. Porsche crest wheel center caps added $185 and gloss black window trim was $230. Heated front seats are $525 and vented front seats are $660. The carbon-fiber trimmed steering wheel is $365.
Big items included the air suspension and active suspension management for $1,385 (Yes, please). Torque Vectoring Plus was $1,490 (Shouldn’t this be standard on the Turbo?). Park assist – front and rear – with a rearview camera was $1,460 (Pricey but useful.). Lane Keep Assist added $1,380. Adaptive cruise control with Porsche Active Safe was $1,600 (No, thank you.). The Burmester audio system was $4,290 (Meh.). And 911 Turbo Design Wheels were $3,300 (Maybe).
These compact crossovers all work well, with good sightlines, manageable parking parameters (38.7-foot turning circle) and better cargo capacity than back seat accommodations. But the Macan sits oddly tall, with much air between the tires and body, likely to give it the SUV-look the Germans think Americans want.
